Multi-mode fusion cargo train tail safety protection device

Abstract

The invention discloses a multi-mode fusion cargo train tail safety protection device which comprises a control unit, a 400 MHz radio station, a GSM-R radio station and a 5G-R radio station, wherein the GSM-R radio station and the 5G-R radio station are arranged in a redundancy mode. A safe freight train tail mode and a dual-mode freight train tail mode are compatible, and mode switching is achieved according to an operation scene; when the system works in a safe train tail mode, the control unit is in communication connection with the ATP vehicle-mounted equipment through the GSM-R radio station and the 5G-R radio station which are arranged in a redundant mode; and when working in a dual-mode train tail mode, the control unit is in communication connection with the dual-mode train tail locomotive station through the 400MHz radio station, the single GSM-R radio station and the single 5G-R radio station. The device is a freight train tail safety protection device based on 400MHz, GSM-R and 5G-R multi-mode fusion, the working mode can be automatically switched when an operation line is changed or related equipment breaks down, manual participation is not needed, and the transportation efficiency can be greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of safety protection for the rear end of a freight train, and in particular to a multi-mode fusion safety protection device for the rear end of a freight train. Background Art

[0002] The freight train tail technology has been used in my country's railways for many years. It plays an important role in ensuring driving safety, saving a lot of labor costs and achieving good economic benefits. The freight train tail device mainly has the functions of manually querying the tail wind pressure, dynamic display of the tail wind pressure, auxiliary exhaust braking, and automatic prompt of tail wind pressure underpressure. At present, there are two commonly used digital freight train tail devices on the railway, dual-mode freight train tail devices and safety freight train tail devices.

[0003] Among them, when the LKJ system (train operation control system) controls the train, in this scenario, the locomotive equipment at the tail of the freight train is used as the head equipment (HOT equipment for short). The dual-mode cargo train tail device exchanges data with the locomotive at the tail of the freight train through GSM-R and 400MHz communication methods, and the locomotive at the tail of the freight train prompts the driver of the current wind pressure at the rear of the train and the status of the brake air duct. When the next-generation train control system (hereinafter referred to as the CN system) controls the train, the ATP on-board equipment is used as the HOT equipment. The safety cargo train tail device exchanges data with the ATP on-board equipment through GSM-R, which can assist the ATP on-board equipment in realizing automatic train integrity inspection. When the wind pressure at the rear of the train is inconsistent with the locomotive wind pressure, the ATP on-board equipment automatically controls the train emergency braking.

[0004] The current cargo train tail device has the following problems during use:

[0005] 1. Each device is independent and not compatible, which brings instability to operators. The dual-mode cargo train tail device and the safety cargo train tail device currently in use are two independent devices. When driving on a line that supports both the CN system and the LKJ system, due to the incompatibility of the equipment, two sets of equipment need to be carried at the same time before departure. When the CN system is used for departure, the safety cargo train tail device is hung and the dual-mode cargo train tail device is kept as a standby. When the LKJ system is used for departure, the dual-mode cargo train tail device is hung and the safety cargo train tail device is kept as a standby. This is not conducive to improving the efficiency of train transportation, and at the same time increases the workload for the tail operators and related personnel.

[0006] 2. Does not support 5G-R communication mode and cannot be used on 5G-R communication lines.

[0007] 3. It is necessary to consider the integration and switching of different communication systems of the equipment. To realize the multi-mode integrated cargo train tail device, it is imperative to realize the integration and switching of different communication systems.

[0008] In view of this, the present invention is proposed. Summary of the invention

[0009] The purpose of the present invention is to provide a multi-mode fusion freight train rear safety protection device, which can realize automatic switching under different train control system conditions, ensure the smooth and reliable operation of the train, and greatly improve the transportation efficiency.

[0010] The objective of the present invention is achieved through the following technical solutions:

[0011] A multi-mode integrated freight train tail safety protection device includes: a control unit, a 400MHz radio, and a GSM-R radio and a 5G-R radio respectively configured with redundancy;

[0012] The multi-mode fusion freight train tail safety protection device is compatible with the safety freight train tail mode and the dual-mode freight train tail mode, and realizes mode switching according to the operation scenario; wherein:

[0013] When working in the safety cargo train tail mode, the control unit communicates with the ATP on-board equipment through the GSM-R radio and 5G-R radio with redundant settings respectively;

[0014] When operating in the dual-mode freight train tail mode, the control unit is connected to the dual-mode train tail locomotive station via a 400MHz radio, a single GSM-R radio and a single 5G-R radio.

[0015] It can be seen from the technical solution provided by the present invention that it is a freight train tail safety protection device that realizes the multi-mode fusion of 400MHz, GSM-R, and 5G-R, and can realize the switching of working modes. Specifically, it can automatically switch the working mode when the running line changes or related equipment fails, without human intervention, which can greatly improve the transportation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0017] Figure 1 A schematic diagram of a multi-mode fusion freight train tail safety protection device provided in an embodiment of the present invention;

[0018] Figure 2 A working flow chart of a multi-mode fusion freight train rear safety protection device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0019] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the protection scope of the present invention.

[0020] First, the terms that may be used in this article are explained as follows:

[0021] The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0022] The term "consisting of..." means excluding any technical feature elements not explicitly listed. If this term is used in a claim, it will make the claim closed, so that it does not contain technical feature elements other than the technical feature elements explicitly listed, except for the conventional impurities related to them. If this term only appears in a clause of a claim, it only limits the elements explicitly listed in the clause, and the elements recorded in other clauses are not excluded from the overall claim.

[0023] Unless otherwise specified or limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example: it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0024] The following is a detailed description of a multi-mode fusion freight train tail safety protection device provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professional and technical personnel in this field. If no specific conditions are specified in the embodiments of the present invention, they shall be carried out according to the conventional conditions in the field or the conditions recommended by the manufacturer. The reagents or instruments used in the embodiments of the present invention, if the manufacturer is not specified, are all conventional products that can be purchased commercially.

[0025] like Figure 1As shown, it is a schematic diagram of a multi-mode integrated freight train tail safety protection device (referred to as freight train tail device) provided by an embodiment of the present invention, which solves the problem that the current freight train tail device is independently incompatible and cannot be used on the lines covered by the 5G-R communication system, and realizes automatic switching under different train control system conditions, ensuring the smooth and reliable operation of the train, and greatly improving the transportation efficiency. The freight train tail device mainly includes: a control unit, a 400MHz radio, and a GSM-R radio and a 5G-R radio with redundant settings respectively; the freight train tail device is compatible with the safe freight train tail mode and the dual-mode freight train tail mode, and realizes mode switching according to the operation scenario; wherein: when working in the safe freight train tail mode, the control unit communicates with the ATP on-board equipment through the GSM-R radio and the 5G-R radio with redundant settings respectively; when working in the dual-mode freight train tail mode, the control unit communicates with the dual-mode train tail locomotive station through the 400MHz radio, a single GSM-R radio and a single 5G-R radio.

[0026] In an embodiment of the present invention, when working in the safety freight train tail mode, the control unit communicates and connects with the ATP on-board equipment through the GSM-R radio and the 5G-R radio that are respectively redundantly set, including: when the train is controlled by the CN system, it communicates with the ATP on-board equipment in the safety freight train tail mode, and the control unit controls the start-up of the GSM-R radio and the 5G-R radio that are respectively redundantly set; wherein the GSM-R radio and the 5G-R radio are both hot standby redundancy, that is, the first GSM-R radio (GSM-R radio 1) and the 5G-R radio (5G-R radio 1) are respectively attached and dial up to the Internet, and the second GSM-R radio (GSM-R radio 2) and the 5G-R radio (5G-R radio 2) are attached and wait.

[0027] In an embodiment of the present invention, when working in the dual-mode freight train tail mode, the control unit communicates with the dual-mode train tail locomotive station through a 400MHz radio, a single GSM-R radio and a single 5G-R radio, including: when the train is controlled by the LKJ system, it communicates with the dual-mode train tail locomotive station in the dual-mode freight train tail mode, and the control unit controls the opening of the 400MHz radio, one GSM-R radio and one 5G-R radio; wherein the GSM-R radio and the 5G-R radio are respectively attached and dial-up to the Internet.

[0028] Those skilled in the art can understand that the first and the second mainly play the role of identification, that is, they are used to distinguish radio stations of the same type. In actual configuration, the first and the second can be swapped. For example, two 5G-R radio stations are denoted as A and B. In one embodiment, A can be called the first 5G-R radio station and B can be called the second 5G-R radio station. In another embodiment, they can be swapped, that is, B can be called the first 5G-R radio station and A can be called the second 5G-R radio station. The above configuration does not affect the understanding and implementation of the entire solution.

[0029] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, the cargo train tail device provided by the embodiment of the present invention is described in detail with reference to a specific embodiment below.

[0030] 1. Multi-mode fusion method.

[0031] The cargo train tail device is compatible with two modes, a safe cargo train tail mode and a dual-mode cargo train tail mode.

[0032] The safety cargo train tail device is an important component of the next generation train control system, and communicates with the ATP on-board equipment via GSM-R. Therefore, in the safety cargo train tail mode, in order to improve the system availability and reliability, the GSM-R radio station is set up with hot standby redundancy. In the embodiment of the present invention, a 5G-R network communication method is added in the safety cargo train tail mode, and the 5G-R radio station is hot standby redundant, that is, it realizes the control of two GSM-R radio stations and two 5G-R radio stations to communicate with the ATP on-board equipment.

[0033] The existing dual-mode freight train tail device communicates with the freight train tail locomotive station through 400MHz and GSM-R. In the embodiment of the present invention, a method based on the 5G-R network is added in the dual-mode freight train tail mode. The redundancy method of the dual-mode freight train tail device is communication system redundancy, that is, 400MHz, GSM-R and 5G-R networks communicate with the freight train tail locomotive station at the same time, and any one method can be used for successful communication, so the three radio stations are considered as single radio stations.

[0034] 2. Radio station working method.

[0035] If the train is controlled by the CN system, the tail device of the freight train communicates with the ATP on-board equipment in the safe tail mode, and the control unit controls the opening of two GSM-R radios and two 5G-R radios. Among them, the GSM-R radio and the 5G-R radio are both hot standby redundant, that is, one of the radios is attached and dials up to the Internet, and the other radio is attached and waiting, and the radio is switched when the communication is interrupted.

[0036] (2) If the train is controlled by the LKJ system, the cargo train tail device communicates with the dual-mode cargo train tail locomotive station in the dual-mode cargo train tail mode, and the control unit controls the opening of one GSM-R radio, one 5G-R radio and a 400MHz radio. Among them, both the GSM-R radio and the 5G-R radio need to be attached and dialed to the Internet, and data transmission is realized through IP.

[0037] 3. Workflow

[0038] like Figure 2 As shown in the figure, the working process of the tail device of the cargo train includes:

[0039] Step 1: Receive and store the locomotive ID to be connected. After the tail device of the freight train is powered on, the locomotive ID to be connected can be input into the tail device of the freight train through an external device (for example, a number setting instrument). The tail device of the freight train stores the locomotive ID to be connected this time, which is the number of the locomotive itself. The identity between the tail device of the freight train and the head device of the train is confirmed through the locomotive ID.

[0040] Step ② is the idle mode. In the idle mode, the redundantly set GSM-R radio and 5G-R radio, as well as the 400MHz radio are powered on and working. Among them, the 400MHz radio is powered on and waits for data reception or transmission. The first GSM-R radio and 5G-R radio are attached and dial up to the Internet respectively, and the second GSM-R radio and 5G-R radio are attached and wait.

[0041] Step ③, a GSM-R radio and a 5G-R radio are attached and dial up to the Internet respectively. After obtaining the IP address, the control unit controls the radio to report the ID, IP address and locomotive ID of the tail device of the freight train to an external server (for example, an IP query server), and wait for the pairing result of the external server. At the same time, the control unit controls the 400MHz radio to wait.

[0042] Step ④. When a pairing success instruction is received from an external server (for example, an IP query server) through the 5G-R radio or the GSM-R radio, the train operates in the safe tail mode, controls the first 5G-R radio and the first GSM-R radio to wait for the connection establishment request instruction from the ATP on-board device, responds after receiving the connection request, and establishes a connection between the tail device and the head device (establishing a connection between the head and the tail), and executes a train integrity data query. In this mode, the head device is an ATP on-board device; when operating in the safe tail mode, the control unit controls the 400MHz radio to power off, and maintains the attachment status of the second 5G-R radio and the second GSM-R radio; when the tail device receives a pairing failure instruction returned by the external server, it returns to step ②.

[0043] Step ⑤, when the query instruction sent by the dual-mode tail locomotive station is first received through the 400MHz radio, it is determined whether the received locomotive ID is consistent with the locomotive ID stored in itself. If they are consistent, it is considered that the connection is successful and the train integrity data is returned; at this time, the cargo train tail device works in the dual-mode cargo train tail mode, and the control unit controls the first 5G-R radio and the first GSM-R radio to power off, controls the second 5G-R radio and the second GSM-R radio to perform PDP activation, and obtains the local IP address and simultaneously receives the IP address of the tail locomotive station returned by the DNS server; uses the IP address of the tail locomotive station to send a connection request to the tail locomotive station, and after the dual-mode tail locomotive station responds, establishes a connection between the cargo train tail device and the head device (head and tail establish connection), and the head device in this mode is the dual-mode tail locomotive station; if the received locomotive ID is inconsistent with the locomotive ID stored in itself, it is considered that the connection fails and returns to step ②.

[0044] Step ⑥: During operation, monitor the connection status with the first device in the current working mode. If no data is received from the first device within the set time, it is considered that the connection with the first device is disconnected, switch to idle mode, and return to step ②.

[0045] 4. Automatic switching of working modes.

[0046] In the embodiment of the present invention, the mode switching is performed according to different working scenarios, mainly including the following four situations:

[0047] 1. When the running line changes and the vehicle control system switches from the CN system to the LKJ system, the safety freight train tail mode is switched to the idle mode. The details are as follows:

[0048] Due to the change of the running line, the train control system is switched from the CN system to the LKJ system. At this time, the on-board equipment of the CN system is working normally, and the CN system automatically switches to the LKJ system. In the CN mode, the tail device of the cargo train works in the safe tail mode of the cargo train. Before switching from the ATP equipment to the LKJ equipment, the ATP on-board equipment sends a switching command to the tail device of the cargo train through the GSM-R radio or 5G-R radio. After receiving the switching command, the tail device of the cargo train returns a response command, and then executes the switch, switching from the safe tail mode of the cargo train to the idle mode, and then goes to the above step ②.

[0049] 2. When the ATP onboard equipment fails and the vehicle control system switches from the CN system to the LKJ system, the safety freight train tail mode switches to the idle mode. The details are as follows:

[0050] When the ATP on-board equipment fails, it is necessary to switch from the CN system to the LKJ system to control the vehicle. When the ATP on-board equipment fails, the connection between the tail device of the cargo train and the ATP on-board equipment is disconnected (the head and tail safety connection is disconnected). At this time, switch from the safety tail mode of the cargo train to the idle mode and proceed to the above step ②.

[0051] 3. When the running line changes and the vehicle control system switches from the LKJ system to the CN system, the dual-mode freight train tail mode is switched to the idle mode. The details are as follows:

[0052] Due to the change of the operating line, the train control system is switched from the LKJ system to the CN system. After the CN system is started, the ATP on-board equipment controls the locomotive at the end of the train through the LKJ system. The locomotive at the end of the train sends a switching command to the device at the end of the freight train through the 400MHz radio, GSM-R radio or 5G-R radio. After receiving the switching command, the device at the end of the freight train returns a response command and then executes the switch from the dual-mode freight train end mode to the idle mode, and proceeds to the aforementioned step ②.

[0053] 4. When the LKJ equipment fails and the vehicle control system switches from the LKJ system to the CN system, the dual-mode freight train tail mode is switched to the idle mode. The details are as follows:

[0054] When the LKJ device fails, it is necessary to switch from the LKJ system to the CN system to control the vehicle. When the LKJ device fails and the communication with the tail device of the freight train is interrupted for more than the set time (for example, 1 minute), the tail device of the freight train considers that the head-to-tail connection is disconnected, and switches from the dual-mode tail mode to the idle mode, and goes to the above step ②.

[0055] In the above-mentioned scenarios, after switching to idle mode, the Figure 2 The process shown continues to work and then switches to another working mode. Taking the first case mentioned above as an example, when the CN system switches to the LKJ system, the ATP on-board equipment has notified the cargo train tail device to switch modes. After the cargo train tail device switches from the safe cargo train tail mode to the idle mode, the ATP on-board equipment will no longer report identity information, and the external server will not pair successfully. The locomotive station at the end of the train will send a connection request via 400MHz, thereby entering the dual-mode cargo train tail mode. Therefore, from the overall point of view, the first case mentioned above is a switch from the safe cargo train tail mode to the dual-mode cargo train tail mode, and the second case is the same; similarly, the subsequent third and fourth cases are similar. From the overall point of view, it is a switch from the dual-mode cargo train tail mode to the safe cargo train tail mode.

[0056] The above-mentioned freight train tail device provided during the implementation of the present invention is a freight train tail safety protection device that realizes 400MHz, GSM-R, and 5G-R multi-mode fusion. It can automatically switch the working mode when the running line changes or related equipment fails, without human intervention, and can greatly improve transportation efficiency.

[0057] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims. The information disclosed in the background technology section of this article is only intended to deepen the understanding of the overall background technology of the present invention, and should not be regarded as an admission or in any form that the information constitutes prior art known to those skilled in the art.

Claims

1. A multi-mode fusion freight train tail safety protection device, characterized in that: include: Control unit, 400MHz radio, GSM-R radio and 5G-R radio with redundancy settings respectively; The multi-mode fusion freight train tail safety protection device is compatible with the safety freight train tail mode and the dual-mode freight train tail mode, and realizes mode switching according to the operation scenario; wherein: When working in the safety cargo train tail mode, the control unit communicates with the ATP on-board equipment through the GSM-R radio and 5G-R radio with redundant settings respectively; When operating in the dual-mode freight train tail mode, the control unit is connected to the dual-mode train tail locomotive station via a 400MHz radio, a single GSM-R radio and a single 5G-R radio.

2. According to claim 1, a multi-mode fusion freight train tail safety protection device is characterized in that: When working in the safety cargo train tail mode, the control unit communicates with the ATP vehicle-mounted equipment through the GSM-R radio and the 5G-R radio that are respectively redundantly set, including: When the train is controlled by the CN system, it communicates with the ATP on-board equipment in the safe freight train tail mode, and the control unit controls the start-up of the GSM-R radio and 5G-R radio that are set up redundantly respectively; among them, both the GSM-R radio and the 5G-R radio are hot standby redundant, that is, the first GSM-R radio and the 5G-R radio are attached and dial up to the Internet respectively, and the second GSM-R radio and the 5G-R radio are attached and waiting.

3. According to the multi-mode fusion freight train tail safety protection device of claim 1, it is characterized in that: When working in the dual-mode freight train tail mode, the control unit is connected to the dual-mode train tail locomotive station through a 400MHz radio, a single GSM-R radio and a single 5G-R radio, including: When the train is controlled by the LKJ system, it communicates with the dual-mode locomotive station at the tail end of the train in the dual-mode freight train tail mode, and the control unit controls the opening of the 400MHz radio, one GSM-R radio and one 5G-R radio; among them, the GSM-R radio and 5G-R radio are attached and dialed to the Internet respectively.

4. According to the multi-mode fusion freight train tail safety protection device of claim 1, it is characterized in that: The workflow of the multi-mode fusion freight train tail safety protection device includes: Step ①, receiving and storing the ID of the locomotive to be connected; Step ② is the idle mode. In the idle mode, the redundantly set GSM-R radio and 5G-R radio, as well as the 400MHz radio are powered on and working. The 400MHz radio is powered on and waits for data to be received or sent. The first GSM-R radio and 5G-R radio are attached and dial up to the Internet respectively, and the second GSM-R radio and 5G-R radio are attached and wait. Step ③, a GSM-R radio and a 5G-R radio are attached and dial up to the Internet respectively. After obtaining the IP address, the control unit controls the radio to report the ID, IP address and locomotive ID of the multi-mode integrated freight train tail safety protection device to the external server, and wait for the pairing result of the external server. At the same time, the control unit controls the 400MHz radio to wait; Step ④, when the pairing success instruction returned by the external server is received first through the 5G-R radio or the GSM-R radio, it works in the safety tail mode of the freight train, controls the first 5G-R radio and the first GSM-R radio to wait for the connection request instruction of the ATP on-board device, responds after receiving the connection request, and establishes the connection between the tail device of the freight train and the head device of the train, and executes the train integrity data query. In this mode, the head device is the ATP on-board device; when working in the safety tail mode of the freight train, the control unit controls the 400MHz radio to power off, and maintains the attachment status of the second 5G-R radio and the second GSM-R radio; when the multi-mode fusion freight train tail safety protection device receives the pairing failure instruction returned by the external server, it returns to step ②; Step ⑤, when the query command sent by the tail locomotive station is received through the 400MHz radio, it is determined whether the received locomotive ID is consistent with the locomotive ID stored in itself. If they are consistent, it is considered that the connection is successful and the train integrity data is returned; at this time, the multi-mode integrated freight train tail safety protection device works in the dual-mode freight tail mode, and the control unit controls the first 5G-R radio and the first GSM-R radio to power off, and controls the second 5G-R radio and the second GSM-R radio to perform PDP activation, and after obtaining the local IP address, the IP address of the tail locomotive station returned by the DNS server is received at the same time; the IP address of the tail locomotive station is used to send a connection request to the tail locomotive station, and after the tail locomotive station responds, a connection is established between the cargo tail device and the head device. In this mode, the head device is a dual-mode tail locomotive station; if the received locomotive ID is inconsistent with the locomotive ID stored in itself, it is considered that the connection fails, and returns to step ②; Step ⑥: During operation, monitor the connection status with the first device in the current working mode. If no data is received from the first device within the set time, it is considered that the connection with the first device is disconnected, switch to idle mode, and return to step ②.

5. A multi-mode fusion freight train tail safety protection device according to claim 1 or 3, characterized in that: The multi-mode fusion freight train tail safety protection device is compatible with the safety freight train tail mode and the dual-mode freight train tail mode, including: Switch modes according to different work scenarios, including: When the running line changes and the train control system switches from the CN system to the LKJ system, the safety freight train tail mode is switched to the idle mode; When the ATP on-board equipment fails and the vehicle control system switches from the CN system to the LKJ system, it switches from the safety cargo train tail mode to the idle mode; When the running line changes and the train control system switches from the LKJ system to the CN system, the dual-mode freight train tail mode is switched to the idle mode; When the LKJ equipment fails and the train control system switches from the LKJ system to the CN system, it switches from the dual-mode freight train tail mode to the idle mode.

6. A multi-mode fusion freight train tail safety protection device according to claim 5, characterized in that: When the operation route changes and the vehicle control system switches from the CN system to the LKJ system, switching from the safety freight train tail mode to the idle mode includes: When the operating line changes, the train control system switches from the CN system to the LKJ system. In the CN mode, the multi-mode fusion freight train rear safety protection device works in the safety freight train tail mode. The ATP on-board equipment sends a switching command to the multi-mode fusion freight train rear safety protection device through the GSM-R radio or 5G-R radio. After receiving the switching command, the multi-mode fusion freight train rear safety protection device returns a response command and then executes the switch from the safety freight train tail mode to the idle mode.

7. The multi-mode fusion freight train tail safety protection device according to claim 5 is characterized in that: When the ATP on-board equipment fails and the vehicle control system switches from the CN system to the LKJ system, switching from the safe cargo train tail mode to the idle mode includes: When the ATP on-board equipment fails, it is necessary to switch from the CN system to the LKJ system to control the train. When the ATP on-board equipment fails, the connection between the multi-mode fusion freight train rear safety protection device and the ATP on-board equipment is disconnected. At this time, switch from the safety freight train tail mode to the idle mode.

8. The multi-mode fusion freight train tail safety protection device according to claim 5 is characterized in that: When the operation route changes and the vehicle control system switches from the LKJ system to the CN system, switching from the dual-mode freight train tail mode to the idle mode includes: When the operating line changes, the train control system is switched from the LKJ system to the CN system. After the CN system is started, the ATP on-board equipment controls the locomotive at the end of the train through the LKJ system. The locomotive at the end of the train sends a switching command to the multi-mode fusion freight train rear safety protection device through a 400MHz radio, GSM-R radio or 5G-R radio. After receiving the switching command, the multi-mode fusion freight train rear safety protection device returns a response command and then executes the switch from the dual-mode freight train tail mode to the idle mode.

9. The multi-mode fusion freight train tail safety protection device according to claim 5 is characterized in that: When the LKJ equipment fails and the vehicle control system switches from the LKJ system to the CN system, switching from the dual-mode freight train tail mode to the idle mode includes: When the LKJ equipment fails, it is necessary to switch from the LKJ system to the CN system to control the train. When the LKJ equipment fails and the communication with the multi-mode fused freight train rear safety protection device is interrupted for more than the set time, it switches from the dual-mode freight train tail mode to the idle mode.

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